JP7197680B2 - Electromechanical drive for automobiles - Google Patents

Description

The invention comprises an electromechanical main drive motor provided for driving a motor vehicle and comprising a rotor and a stator, a reduction gear kinematically coupled to the rotor, and a drive present at the output of the reduction gear. Axle differentials for branching power to the first and second wheel drive train portions and for coolant circuits relayed to e.g. power steering pumps, air conditioning compressors or battery assemblies. It relates to an electromechanical drive for motor vehicles with at least one auxiliary unit in front of the pump, the auxiliary unit being drivable via a main drive motor.

An electromechanical drive of the type mentioned above is known from DE 10 2012 010 171 A1. In this known drive, the main drive motor consists of two coaxially joined sub-engines, the output of which is relayed to two separate inputs of the planetary gear. An auxiliary unit provided in this drive is arranged coaxially to the axis of the internal sub-engine and kinematically coupled to its rotor.

The present invention is a solution capable of forming an all-electrically operated electromechanical drive for a motor vehicle, which features an overall structure that can be advantageously implemented and which can operate advantageously from an energy point of view. for the purpose of indicating

Solution According to the Invention The above object is achieved according to the invention by an electromechanical drive for a motor vehicle having:
- an electromechanical main drive motor with rotor and stator;
- a reduction gear comprising a transmission input, a transmission output, at least one reduction stage and a transmission housing containing the reduction stage;
- an axle differential for branching the drive power relayed via the reduction stage to the first wheel drive train part and the second wheel drive train part;
- an auxiliary unit drivable by the main drive motor through a reduction stage,
- the auxiliary unit is arranged outside the transmission housing,
- the switching element is provided in the transmission housing,
- the switching element is configured and integrated into the drive such that the drive connection from the reduction stage to the axle differential can be switchably connected and disconnected;

This advantageously makes it possible to form a purely electromechanically operated drive for a motor vehicle, in which the auxiliary unit can be driven via the reduction gear when the vehicle is stationary.

According to a particular aspect of the invention, the integration of the switching element and the auxiliary unit into the drive is such that the drive connection between the axle differential and the reduction stage is disconnected and the motor vehicle is operated in overrun mode. If so, this is achieved in that the auxiliary unit is drivable by the axle differential. This advantageously makes it possible to achieve a direct mechanical drive of the auxiliary unit without energy conversion.

Furthermore, the integration of the switching element and the auxiliary unit into the drive also allows the auxiliary unit to be switched through the reduction stage when the drive connection between the axle differential and the reduction stage is broken and the vehicle is stationary. This is achieved in that the switching element and the integration of the auxiliary unit into the drive is achieved by being drivable by the main drive motor.

The reduction stage is preferably configured with an intermediate shaft. This intermediate shaft is preferably arranged offset parallel to the rotor axis of the electric motor. The reduction stage is further preferably arranged to have a first gear and a second gear engaging the first gear, the second gear being arranged on the intermediate shaft and the first gear have more teeth than the number of teeth of A reduction stage provides a "reduction" transmission ratio, ie, a reduction in speed and an increase in torque. Auxiliary units arranged outside the transmission housing are driven by the electric motor, in particular when the vehicle is stationary and require power for the auxiliary units and are activated by setting the corresponding switching states of the switching elements. If the driveline is otherwise isolated from the axle differential, the gear ratio effect of the reduction stage is used.

The switching element is preferably integrated into the drive in the inner region of the transmission housing so as to switchably couple the intermediate shaft to the second gear. Alternatively, or in combination with this means, the switching element inside the transmission housing may also be integrated into the drive designed to detachably couple the intermediate shaft to the output gear seated on the intermediate shaft. can.

The auxiliary unit arranged outside the transmission housing can be designed with an input shaft and preferably arranged such that the input shaft extends coaxially with respect to the intermediate shaft. Alternatively, the external auxiliary unit can also be integrated into the drive such that its input shaft is offset parallel to the intermediate shaft. The transmission coupling between the auxiliary unit and the reduction stage is then preferably achieved by including a traction mechanism drive extending outside the transmission housing, which itself contributes to further transmission as required.

The drive can also comprise several, in particular two, auxiliary units arranged outside the transmission housing, the first auxiliary unit being preferably arranged coaxially to the axis of the intermediate shaft. The second auxiliary unit has a second input shaft arranged parallel to and offset from the axis of the intermediate shaft. The auxiliary units are preferably integrated into the drive with their input shaft facing the reduction stage. The reduction stage is then preferably axially arranged between the main drive electric motor and the external auxiliary unit.

The switching element is preferably arranged such that the drive connection between the reduction stage and the axle differential is disconnected and the auxiliary unit is driven through the axle differential in vehicle overrun mode. Designed and integrated into the drive. For this purpose, the switching element can be provided with a positively or frictionally engaging coupling device and/or a freewheeling device.

According to a further aspect of the invention, an electronic control device is provided, via which the switching state of the switching element is set, the control device taking into account the current operating state of the vehicle and the overall energy consumption. The switching states are set according to an efficient control concept. The controller can take into account the current or modeled thermal state of the battery system, the thermal energy requirements for heating the vehicle interior, the cooling power requirements, and the energy requirements of the auxiliary units, and then uses this input information on the basis of e.g. to cover the energy requirements of the auxiliary unit, causing a switching state which has the effect that the energy therefrom is used as efficiently as possible without conversion losses in the overrun mode of the vehicle. The controller can take into account the speed at which the unit is driven when the switching element is engaged, e.g. After performing energy recovery, the tappable power is mainly used to drive the auxiliary units only when the vehicle decelerates slowly. It is also possible to temporarily set a mixed state in which both the direct mechanical drive of the auxiliary unit from the thrust and the regeneration via the electric motor are carried out in overrun mode. The controller can be specifically designed and constructed such that when the auxiliary unit requires power, power tapping from the axle differential is primarily covered when the vehicle is in overrun mode.

The auxiliary unit arranged outside the transmission housing is preferably designed in such a way that it has an input shaft and this input shaft is arranged coaxially to the intermediate shaft of the reduction stage. The auxiliary unit can be attached directly to the transmission housing or can be connected to the transmission housing via linkages, struts, or other retaining devices.

The drive according to the invention can also be designed in such a way that the input shaft of the auxiliary unit is arranged offset parallel to the intermediate shaft of the reduction stage. Power transmission can then be achieved by a driveline portion, especially in the form of a belt drive, which also extends outside or inside the transmission housing. The drive can also be designed with two auxiliary units, here one with its input shaft arranged coaxially to the intermediate shaft of the reduction stage and the second Two auxiliary units are offset parallel to this axis of rotation.

The switching element is preferably formed to be multifunctional so that a drive connection to the axle differential can be established and disconnected via it, and has two further combined functions, i.e. the electric motor Selective coupling between and the auxiliary unit and selective coupling between the axle differential and the auxiliary unit are thereby provided. The switching element is preferably arranged between the intermediate shaft and the axle differential and is integrated in particular in the gear of the reduction stage.

The reduction stage can be designed as a spur gear stage with a spur gear arranged coaxially to the rotor axis, and the power transmission to the intermediate shaft is then preferably achieved by the second spur gear. be done.

The reduction stage can also be designed as a planetary gear and thus designed to switchably provide at least two different transmission ratios.

As already mentioned above, it is possible to achieve the kinematic coupling of the external auxiliary unit and the reduction stage via a belt drive extending outside the transmission housing, this belt drive being in particular a toothed drive. It can be designed as a cladded belt, as a flat or V-belt or especially as a poly V-belt.

The drive also includes a freewheel device, and the freewheel device drives the input shaft of the auxiliary unit with energy that can be tapped from the axle differential when the vehicle is in overrun mode. and can be designed to rotate faster than the second gear of the reduction stage, ie the gear seated on the intermediate shaft.

The switching elements are preferably designed as form-fitting and/or frictionally coupled switching elements. The switching element can also be designed as a transmission device, the switching state of which can be set by fitting/releasing a transmission element, eg a ring gear.

The reduction gear can also be designed as a multi-stage switchable gearing. A drive according to the invention is an all-electric drive in which the main drive is provided by an electric motor. The drive does not have an internal combustion engine. The electric motor can advantageously be initially manufactured as a separate assembly and then connected to the transmission housing as part of the drive assembly. It is also possible to provide at least part of the motor housing, in particular in the form of a barrel housing part, through the transmission housing.

The axle differential can be configured with its own differential transmission housing which is then directly connected to the reduction gear housing. It is also possible to further accommodate the axle differential in the transmission housing or to manufacture the axle differential transmission housing integrally with the housing of the reduction gear. The motor housing may also form an integral part of the transmission housing, ie be integrally mounted therewith.

The inventive concept allows units such as water pumps, air conditioning compressors, and power steering pumps to operate in an energetically advantageous manner when the vehicle is stationary and when the vehicle is in overrun mode. make it possible. The invention proposes a new type of connection to external auxiliary units. It consists in the connection of the auxiliary unit to the transmission in conjunction with "intelligent" switching elements, which depend on the operating state of the vehicle and/or the drive motor and/or the state of charge of the battery and/or external factors (e.g. temperature). Accordingly, it allows the auxiliary unit to always operate in the most energy efficient mode. This is ensured by an auxiliary unit driven through the transmission shaft when the vehicle is in motion. In particular, the kinetic energy of the vehicle can also be used. Moreover, mechanical drives offer significant advantages throughout the efficiency chain compared to purely motorized units. When the vehicle is stationary, the drive is electric by direct connection to the electric motor. The connection between the external unit and the transmission shaft is released, reducing friction losses. This mode of operation provides comfort functions such as stationary air conditioning when the vehicle is stationary, or enables desired functions such as operation of the battery cooling circuit via a water pump for aftercooling after the vehicle is stationary. enable protection.

The inventive concept allows the energy consumption by the auxiliary units of an all-electric vehicle to be reduced, resulting in an increase in vehicle range.

The present invention essentially relates to the drivetrain of an electric vehicle comprising an electric main engine, a transmission and at least one auxiliary unit. According to an example described in more detail below, the transmission can include only a final drive and a differential. Alternatively, however, the drive can also have further transmission stages. At least one auxiliary unit is arranged outside the housing of the drive unit or transmission. The electric main engine and transmission are connected to each other via an intermediate shaft. The intermediate shaft drives one or more auxiliary units. A switching element arranged in the transmission housing is arranged in the power flow between the electric machine, the auxiliary unit and the transmission and is assigned to the intermediate shaft.

The external auxiliary unit can be arranged coaxially or axially parallel to the intermediate shaft of the reduction stage. In the case of an axially parallel arrangement, a transmission connection between the intermediate shaft and the auxiliary unit is formed, preferably by a planetary transmission. The drive can advantageously be arranged to allow the optional drive of two auxiliary units which are preferably arranged axially parallel to each other and coupled via an operable transmission connection.

According to the invention, at least one auxiliary unit arranged outside the transmission housing is coupled to the electric drive machine via switching elements. Using this switching element, at least two, preferably three "paths" can be switched. Only the axle differential is powered via the first path. Power from the electric motor flows to the auxiliary unit via a second path through the reduction stage (when the vehicle is stationary). Power flows from the differential to the auxiliary unit via a third path (drive through the transmission shaft in vehicle overrun mode).

The inventive concept can be implemented in different embodiments. The axes of the intermediate shaft and the auxiliary unit can be arranged coaxially or axially parallel to each other. In the case of an axially parallel arrangement, there is a transmission connection between the reduction stage and the rotor shaft of the auxiliary unit. The second or further auxiliary units are optionally arranged coaxially or axially parallel to each other and are connected to each other via further transmission stages. Auxiliary units arranged axially parallel to each other can be connected to each other, for example, by a traction mechanism drive.

Further details and features of the invention will become apparent from the following description in conjunction with the drawings.
an auxiliary unit arranged outside the transmission housing and arranged coaxially with respect to the intermediate shaft of the reduction gear, and selectively coupling the external auxiliary unit with the reduction stage and preferably with the part of the driveline leading to the axle differential; 1 shows a first schematic diagram for explaining the structure of an electromechanical drive according to the invention, with switching elements integrated in the transmission for switching; FIG. Also auxiliary units arranged outside the transmission housing and switching elements provided for selective coupling of the intermediate shafts of the reduction gears and driveline parts leading to the axle differential and integrated into the transmission. a second schematic view for explaining the construction of an electromechanical drive according to the invention, having an auxiliary unit here arranged axially parallel and offset with respect to the intermediate shaft; is shown. This time it has two auxiliary units located outside the transmission housing and transmission internal switching elements provided for their selective coupling with the driveline parts leading to the reduction stages and the axle differentials. and an electromechanical drive according to the invention, wherein one of the auxiliary units is arranged coaxially to the axis of the intermediate shaft and a further auxiliary unit is arranged axially parallel and offset thereto. Fig. 3 shows a third schematic diagram for explaining the structure of the device; 4 shows a fourth schematic diagram for explaining the operating modes and switching states of the drive device according to the invention in different vehicle operating states; FIG.

The view according to FIG. 1 shows an electromechanical main drive motor E with a rotor ER and a stator ES and a transmission housing housing a gear input GE, a gear output GA, at least one reduction stage GR and a reduction stage GR. a reduction gear G with GH, an axle differential AD for branching the drive power present at the output of the reduction gear GR to the first wheel drive train part DL and the second wheel drive train part DR, and the main drive. an auxiliary unit AUX1 drivable by a motor E, and an electromechanical drive. The auxiliary unit AUX1 can be in particular an air conditioning compressor, a power steering pump, a delivery module of a braking system or a cooling water pump for circulating a fluid that cools the battery assembly and heats the interior of the corresponding motor vehicle.

The auxiliary unit AUX1 is arranged outside the transmission housing GH and is integrated into the drive by being drivable by the main drive motor E via the reduction gear GR. A switching element SE1 is provided in the transmission housing GH. This switching element SE1 is integrated in the drive in such a way that the drive connection from the reduction stage GR to the axle differential AD is switchably closable and switchably detachable. (Combining function S1 in FIG. 4).

The integration of the switching element SE1 and the auxiliary unit AUX1 into the drive means that if the drive connection between the axle differential AD and the reduction stage GR is broken and the motor vehicle is operated in overrun mode, the auxiliary unit This is achieved by being drivable by an axle differential. (Combining function S3 in FIG. 4)

Furthermore, the integration of the switching element SE1 and the auxiliary unit AUX1 into the drive means that when the drive connection between the axle differential AD and the reduction stage GR is broken and the motor vehicle is stationary, the auxiliary unit AUX1 is decelerating. This is achieved by being drivable by the main drive motor E via stage GR. (Combining function S2 in FIG. 4)

The reduction stage GR comprises an intermediate shaft GW and a first gear G1 and a second gear G2 engaged therewith. The second gear G2 is arranged on the intermediate shaft GW and has more teeth than the first gear G1 so that the reduction stage GR provides a reduction.

The switching element SE1 is designed here to detachably couple the intermediate shaft GW to the second gear wheel G2. Alternatively, the switching element SE1 can be designed to detachably couple the intermediate shaft GW to the output gear G3 seated thereon. Said output gear G3 of the intermediate shaft GW engages radially from the outside with the gear wheel G4, which is here connected directly and torsionally rigidly to the planetary housing UH of the axle differential AD. .

An auxiliary unit AUX1 arranged outside the transmission housing GH has an input shaft E1 which is arranged coaxially with respect to the axis of the intermediate shaft GW.

In the drive device according to the present invention, the auxiliary unit AUX1 is arranged outside the transmission housing GH, the switching element SE is provided inside the transmission housing GH, and the rotor ER and the axle differential AD is switchably closable and separable between the auxiliary unit AUX1 via the rotor ER when the drive connection between the rotor ER and the axle differential AD is disconnected. Being selectively drivable, the switching element SE is designed and integrated into the drive.

In the drive according to the invention, the auxiliary unit AUX1 has an input shaft E1, which is arranged coaxially with respect to the rotation axis X of the rotor ER of the electric motor E. A switching element SE1 is also arranged coaxially with respect to the axis of the intermediate shaft and switches its output torque to the output of the switching element or causes decoupling.

The switching element SE1 is designed such that a drive connection to the axle differential AD can be established. In this exemplary embodiment, the switching element SE1 is directly integrated into the reduction stage GR. The reduction gear GR here is designed as a spur gear stage and the switching element SE1 enables the first spur gear G1, which is small in terms of its diameter, to be coupled to the rotor shaft RS. For this purpose, the switching element SE1 is designed as a form-fitting or frictionally coupled switching element SE1. The actuators provided for setting the respective switching state are not shown here; they can be integrated in the switching elements and can be designed in particular as electromagnetic or hydromechanical actuators. can.

The electric motor E and the reduction gear G are integrated in a common housing device GH. The axle differential AD is connected to or likewise integrated into this housing device GH. The axle differential is housed in a differential housing ADH. It can be integrally formed with or attached to the transmission housing GH.

In the drive according to the invention, the transmission G is connected on the input side to at least one electric drive motor E and on the output side to at least one axle shaft DL, DR. The transmission G comprises one or more shafts, to which planetary gearsets can be integrated or which are connected to each other by spur gear stages or planetary gearsets. An auxiliary unit AUX1 such as an air conditioning compressor and a water pump is coaxially connected to the intermediate shaft GW of the reduction gear GR.

The diagram according to FIG. 2 likewise houses an electromechanical main drive motor E with rotor ER and stator ES, gear input GE, gear output GA, at least one reduction stage GR and reduction stage GR a reduction gear G with a transmission housing GH, an axle differential AD for branching the drive force present at the output of the reduction gear to the first wheel drive train part DL and the second wheel drive train part DR; and an auxiliary unit AUX1 drivable by a main drive motor E.

The drive device according to the invention also has an auxiliary unit AUX1 arranged outside the transmission housing GH, a switching element SE1 provided inside the transmission housing GH, a reduction stage GR and an axle differential AD. is switchably closable and separable between the drive connection between the reduction gear GR and the axle differential AD so that when the drive connection between the reduction gear GR and the axle differential AD is disconnected, the auxiliary unit AUX1 is also switched via the reduction gear GR Being selectively drivable, the switching element SE1 is designed and integrated into the drive.

In this variant, the auxiliary unit AUX1 is externally connected to the transmission housing such that the input shaft E1 of the auxiliary unit AUX1 is arranged offset parallel to the axis of the intermediate shaft GW. This is achieved here by the traction mechanism drive TM. It comprises a first traction mechanism wheel TM1 and a second traction mechanism wheel TM2 and a traction mechanism TM3 designed as a belt or chain. A first traction mechanism wheel TM1 is arranged coaxially to the axis of the intermediate shaft and can be switchably coupled to the intermediate shaft or the second spur gear G2 of the reduction stage by means of a switching element SE1. The traction mechanism drive device TM is arranged outside the transmission housing GH.

The switching element SE1 is integrated in the reduction stage GR, in particular its second spur gear G2. The reduction stage GR comprises two spur gears G1, G2. The first spur gear G1 is driven by the rotor shaft RS of the electric motor and engages radially from the outside with the second spur gear G2 of the reduction stage GR. Further transmission of power from the reduction stage GR is achieved by a third spur gear G3 seated on the intermediate shaft. This third spur gear G3 engages the fourth spur gear G4, which forms the large wheel or crown wheel of the axle differential AD, for which purpose the planetary housing UH or axle differential It is connected in a torsion-fixed manner to the web of the motion device AD. The switching element SE1 transmits power to the external auxiliary unit AUX1. This transmission is switchable, ie closable and detachable, by switching element SE1.

The embodiment according to FIG. 3 comprises an electromechanical main drive motor E with a rotor ER and a stator ES and a transmission housing a gear input GE, a gear output GA, at least one reduction stage GR and a reduction stage GR A reduction gear G with a housing GH, an axle differential AD for branching the drive force present at the output of the reduction gear to a first wheel drive part DL and a second wheel drive part DR, and a reduction stage. 3 shows a third variant of the electromechanical drive according to the invention with a first auxiliary unit AUX1 and a second auxiliary unit AUX2 each drivable by a main drive motor E via GR.

The drive according to the invention is such that both auxiliary units AUX1, AUX2 are arranged outside the transmission housing GH, the switching element SE1 is provided inside the transmission housing GH and the second gear of the reduction gear is The drive connection between G2 and axle differential AD is switchably closable and separable, and an external auxiliary unit when the drive connection between rotor ER and axle differential AD is disconnected. AUX1, AUX2 can be additionally driven by a reduction stage, so that the switching element SE1 is designed and integrated into the driving device.

In this variant, the external auxiliary unit AUX1 has an input shaft E1, which is arranged coaxially with respect to the axis of rotation of the intermediate shaft GW. The auxiliary unit AUX2 is integrated into the drive such that the input shaft E2 of the auxiliary unit AUX2 is arranged parallel and offset to the axis of the intermediate shaft. This is in turn achieved here by a traction mechanism drive TM which is external to the transmission housing GH. It comprises a first traction mechanism wheel TM1 and a second traction mechanism wheel TM2 and a traction mechanism TM3 designed as a belt or chain. A first traction mechanism wheel TM1 is arranged coaxially to the rotor axis X and can be switchably coupled to the rotor shaft or the first spur gear G1 of the reduction stage by means of a switching element SE.

The switching element SE1 can be actively engageable or releasable, eg as a magnetic clutch, as a multi-disc clutch, or passively, eg as a freewheel. At the same time, this one switching element SE1 enables the electric motor and the auxiliary unit to be disconnected independently of each other or simultaneously from the transmission and thus from the drivetrain of the vehicle. This functional integration minimizes the number of components.

Switching element SE1 may comprise a constant or variable transmission/reduction stage, such as a planetary gear set. The switching element SE1 can simultaneously have a damping or decoupling effect on the drivetrain and/or assembly, for example by a spring damper element similar to a dual mass flywheel. The switching element SE1 can also be integrated, for example, inside a gear wheel of the gear stage GR.

The diagram according to FIG. 4 shows the operating modes of the drive according to the invention in relation to selected vehicle operating states. Here, the switching element SE1 is designed such that it can provide three coupling functions S1, S2, S3. A first coupling function S1 enables power transmission from the electric motor E to the axle differential AD. A second coupling function allows power transmission from the electric motor E to the auxiliary unit AUX1. A third coupling function enables power transmission from the axle differential AD to the auxiliary unit AUX1. The settings of the combined functions S1, S2, S3 of the switching element SE for different operating states of the motor vehicle are shown in tables T1 and T2. Specification "closed" means that torque is transmitted, specification "open" means that torque cannot be transmitted.

In operating state 1, specified in table T1, the electric motor E is active and the switching element SE1 provides the coupling function S1 so that the rotor shaft torque is transferred to the axle differential through the reduction stage GR. supplied to the device. If the auxiliary unit AUX1 is activated in this state, also the coupling functions S2 and/or S3 are provided.

When the vehicle is in overrun mode according to operating state 2 of table T1 and there is excessive overrun power, combined function S1 and combined function S3 are set by switching element SE1. The power conversion in the regenerative mode of operation takes place here via the electric motor E, and furthermore the mechanical drive of the auxiliary unit AUX1 takes place directly by tapping the power from the axle differential AD.

In what is called cruising operation, i.e. when the vehicle continues to run smoothly without any desired significant braking effect according to driving condition 3 of table T1, the coupling functions S1, S2 are switched off and only coupling function S3 is activated. . The auxiliary unit AUX1 is now directly driven by the axle differential AD without consuming power.

When the vehicle is stationary according to operating state 4 of table T1, coupling functions S1 and S3 are deactivated and the auxiliary unit is directly driven by electric motor E via coupling function S2.

When the vehicle is stationary and the auxiliary unit AUX1 does not require operation, for example when parking, the electric motor E is switched off. In this state, switching element SE1 can assume any state, since no specific coupling function is required. However, here the coupling functions S1 and S3 are activated in order to provide a slightly increased holding torque, a braking effect in case of unintended rolling and an active braking effect by triggering the electric motor E if required. It is also possible to

The coupling functions S1, S2 can be implemented via form-fit coupling switching elements or appropriately actuatable clutches. Coupling function S3 can also be accomplished by freewheeling, so it is automatically performed when the vehicle is in overrun mode.

The drive according to the invention relates to a new type of connection of auxiliary units. The connection of the auxiliary unit at or to the transmission is accomplished in the connection of the auxiliary unit to the transmission in association with "intelligent" switching elements, which are dependent on the operating state of the vehicle and/or the drive motor and/or the battery. It allows the auxiliary unit to always operate in the most energy efficient mode depending on the state of charge and/or external factors (eg temperature).

This is ensured by an auxiliary unit driven through the transmission shaft when the vehicle is in motion. In particular, the kinetic energy of the vehicle can also be used. Furthermore, mechanical drives generally have significant advantages throughout the efficiency chain compared to purely motorized units. When the vehicle is stationary, the drive is electric by direct connection to the electric motor. The connection between the unit and the transmission shaft is released, reducing friction losses. This mode of operation provides comfort functions such as stationary air conditioning when the vehicle is stationary, or eliminates required functions such as operating the battery cooling circuit via a water pump for aftercooling after the vehicle has been stationary. enable protection.

The drive according to the invention comprises a transmission connected on the input side to at least one electric drive motor and on the output side to at least one axle. A transmission consists of a drive shaft, at least one intermediate shaft, and one or more output shafts. The transmission may include one or more planetary gear sets and/or spur gear stages. Auxiliary units such as air conditioning compressors, water pumps, etc. are connected to the intermediate shaft coaxially and in parallel with the intermediate shaft (FIG. 1). However, for example, a belt or chain drive connection is also possible, one of the drive wheels or one of the drive pulleys being coaxially connected and the traction mechanism drive being arranged axially parallel to the intermediate shaft. (Fig. 2). If desired, the chain or belt drive can be equipped with conventional guide and/or tension rails or flexure and/or tension rollers.

The connection of the unit to the intermediate shaft, and in combination with the shift elements described here, allows the intermediate shaft to be designed as a complete and independent module, while the design/construction of the rest of the transmission is similar to that of the unit connection. has the advantage of not being affected by For example, retrofitting or simply optional equipment is possible. Additionally, the speed of the intermediate shaft is slower than the electric motor or transmission input shaft so that the unit can operate with less friction than when connected to the transmission input shaft. Here, the electric machine and the auxiliary unit are connected externally to the transmission housing, so proven components can be used, facilitating maintenance and, if necessary, replacing these components. do.

The intermediate shaft is also equipped with a switching element, which allows both the electric motor and the auxiliary unit to be disconnected from the transmission and thus from the driveline of the vehicle independently of each other or simultaneously. However, even when completely disconnected from the drive train, there is still a connection between the electric motor and the auxiliary unit.

The switching element can be actively engageable or releasable, eg as a magnetic clutch, or passively, eg as a freewheel. The switching elements can include constant or variable transmissions/reduction stages such as planetary gear sets. The switching element can simultaneously have a damping or decoupling effect on the drivetrain and/or assembly, for example by a spring damper element similar to DMF. The switching element can also be integrated into the gear of the intermediate shaft, for example. The switching states of the elements corresponding to different operating states are explained in more detail in one example in FIG.

A coaxially connected auxiliary unit can also be connected to further auxiliary units, for example using a chain or toothed belt drive (FIG. 3). In this case, all connected auxiliary units can additionally have further coupling and/or damping and/or separating elements on their drive shafts. This allows individual operation of each of the individual units, depending on vehicle operating conditions and other factors. At the same time, the unit can be decoupled from torsional vibrations of the driveline, thus ensuring a more uniform and efficient operation and/or reducing possible adverse effects of the connection process to the driveline and thus indirectly to the vehicle. avoid.

Claims (10)

An electromechanical drive for a motor vehicle, comprising:
- an electromechanical main drive motor (E) comprising a rotor (ER) and a stator (ES);
- a reduction gear (G) comprising a transmission input (GE), a transmission output (GA), at least one reduction gear (GR) and a transmission housing (GH) containing said reduction gear (GR);
an axle differential (AD) for branching the drive power relayed via said reduction stage (GR) to the first and second wheel driveline parts (DL, DR);
- an auxiliary unit drivable by said electromechanical main drive motor (E) via said reduction stage (GR),
- said auxiliary unit is arranged outside said transmission housing (GH),
- a switching element (SE1) is provided in said transmission housing (GH),
- said electromechanical drive, said switching element (SE1) being configured such that the drive connection from said reduction stage (GR) to said axle differential (AD) is switchably connectable and disconnectable; an electromechanical drive integrated in the The integration of the switching element (SE1) and the auxiliary unit into the drive means that the drive connection between the axle differential (AD) and the reduction gear (GR) is disconnected and the motor vehicle is 2. A drive arrangement according to claim 1, characterized in that this is achieved in that said auxiliary unit is drivable by said axle differential (AD) when operated in overrun mode. The integration of the switching element (SE1) and the auxiliary unit into the drive means that the drive connection between the axle differential (AD) and the reduction gear (GR) is disconnected and the vehicle is stationary. Claim 1 or 2, characterized in that, if so, said auxiliary unit is drivable by said electromechanical main drive motor (E) via said reduction stage (GR). The drive device according to . 4. A drive arrangement according to any one of the preceding claims, characterized in that the reduction stage (GR) comprises an intermediate shaft (GW). Said reduction stage (GR) comprises a first gear (G1) and a second gear (G2) engaging said first gear (G1), said second gear (G2) being associated with said 5. Drive according to claim 4, characterized in that it is arranged on an intermediate shaft (GW) and has a greater number of teeth than the number of teeth of said first gear (G1). A drive arrangement according to claim 5 , characterized in that said switching element (SE1) detachably couples said intermediate shaft (GW) to said second gear (G2). 6. A drive unit as claimed in claim 4 or 5, characterized in that the switching element (SE1) detachably couples the intermediate shaft to an output gear (G3) seated on the intermediate shaft. Said auxiliary unit has an input shaft (E1), which is arranged coaxially to said intermediate shaft (GW), or said auxiliary unit has an input shaft (E1). 8. A drive arrangement according to any one of claims 4 to 7, characterized in that it has an input shaft (E1) arranged offset parallel to said intermediate shaft (GW). . Said auxiliary unit is constituted by a first auxiliary unit (AUX1) and a second auxiliary unit (AUX2), said first auxiliary unit (AUX1) being arranged coaxially with respect to the axis of said intermediate shaft (GW) and said second auxiliary unit (AUX2) has a second input shaft (E2) arranged so as to be parallel and offset to the axis of said intermediate shaft (GW). 9. A drive device as claimed in any one of claims 4 to 8, characterized in that it comprises: 10. According to any one of claims 1 to 9, characterized in that the auxiliary unit is integrated into the drive such that its input shaft (E1) faces the reduction stage (GR). drive.

Images